Dampened railway car truck

ABSTRACT

The invention relates to a railroad car truck in which the side frames are carried inboard of the wheels on supports that are stationary relative to the side frames. The side frames are provided with spring seats that are substantially aligned with the planes of the wheels on either side of the truck and support through spring groups a bolster of special design that supports the weight of the car body at two points on either side of the bolster, which points are aligned with the respective spring groups. The truck bolster is pivoted to the car body bolster by the usual kingpin, but the coupling arrangement involved is such that none of the body weight is supported at the customary center plate area of the bolster, which area is eliminated in the present truck. The truck bolster at its midportion includes a socket structure into which a projection of the body bolster fits for applying longitudinally and laterally acting forces to the bolster from which they are transferred to the side frames through suitable engaging surfaces. In one form of the invention, the side frames are mounted on tubular housings for the axles, which housings are journaled relative to the wheels through special roller bearing or friction bearing arrangements that are herein disclosed. In another form of the invention, the side frames are mounted directly on the axles, which are stationary relative thereto, and which have the truck wheels journaled on the respective ends through a special friction type bearing arrangement, with the result that the truck wheels rotate independently of each other.

United States Patent [1113,570,409

[72] Inventor Alfred H. Oelkers Primary Examiner- Arthur L. LaPoint 424Normandy, San Antonio, Tex. 78209 Assistg t grqminer -l-lowardheltran[21] Appl. No. 688,037 Attorney-Mann, Brown, McWilliams 82 31560635 [22]Filed Dec.5,1967 [45] Patented Mar.16, 1971 ABSTRACT: The inventionrelates to a railroad car truck in which the side frames are carriedinboard of the wheels on supports that are stationary relative to theside frames. The

' side frames are provided with spring seats that are substantiallyaligned with the planes of the wheels on either side of the truck andsupport through spring groups a bolster of special design that supportsthe weight of the car body at two points [54]v DAMPENED RAILWAY CARTRUCK on either side of the bolster, which points are aligned with the1lC|aimS,19DrawiugFigs respective spring groups. The truck bolster ispivoted to the car body bolster by the usual kingpin, but the couplingar- [52] U.S. Cl 105/182, rangement involved is such h none f the bodyweight is 105/192, 105/197, 105/199, 105/202, 105/206, supported at thecustomary center plate area of the bolster,

105/208,105/22l,295/ which area is eliminated in the present truck. Thetruck [51] Int. Cl. B611 3/02, bolster at its midportion includes aSocket Structure into which B6 1f 5/1 2, 1361f 5/28 a projection of thebody bolster fits for applying longitudinally [50] Field ofSearch105/182, and laterally acting forces to the bolster from which they are192, 197, 199, 202, 206, 208, 221; 295/37 transferred to the side framesthrough suitable engaging surfaces. [56] References cued In one form ofthe invention, the side frames are mounted UNITED STATES PATENTS ontubular housings for the axles, which housings are jour- 2,184,10212/1939 Piron 105/182 naled relative to the wheels through specialroller bearing or 2,208,425 7/1940 Kjolseth 105/182 friction bearingarrangements that are herein disclosed. 2,316,046 4/ 1943 Buckwalter105/197 In another form of the invention, the side frames are 2,756,6927/1956 Rossell 105/197 mounted directly on the axles, which arestationary relative 2,988,015 6/1961 Lich 105/182 thereto, and whichhave the truck wheels journaled on the 3,022,748 2/1962 Lich 105/192respective ends through a special friction type bearing ar- 3,028,8204/1962 Faunce... 105/197 rangement, with the result that the truckwheels rotate inde- 3,313,245 4/1967 .Sundby 105/197 pendently ofeachother.

Patented March 16, 1971 I 3,570,409

5 Sheets-Sheet 1 INVENTOR ALFRED H. OELKERS ATT'YS Pgtented March 16,1971 3,570,409

5 Sheets-Sheet z Patent ed March 16, 1971 5 Sheets-Sheet 3 I l w I IN VEN TOR RED H. OELKER' Pa ltentecl March 16, 1-971 3,570,409

5 Sheets-Sheet a f 20B- F/ 308 IN VEN TOR 286 295 ALF D H. 0ELKE RS BY77% ATT'YS. v

DAMPENED RAILWAY CAR TRUCK My invention relates to a railroad car truck,and more particularly, to a car truck of the inboard type in which thevertical load supported by the truck is in substantial alignment withthe track rails.

Conventional railway car trucks customarily have the truck side framesresting on the truck axles outboard of the wheels, and carry the weightof the car body on the truck bolster 'at its center plate area, wherethe truck is pivoted to the car body and the truck and body bolsterso-called center plates engage.

My studies and analysis of railroad car truck operation have revealedthat such an arrangement unnecessarily introduces excessive bendingmoments and resulting stresses on the truck bolster, axles, and wheels,due to the fact that the vertical loads carried by the truck are appliedat the center of the bolster and then must be transferred outboard ofthe truck wheels onto the side frames that then transmit the loads tothe customary axle journals from which the loads are transmitted to thewheels.

Furthermore, it has been customary to design a truck bolster so that itcan support the entire portion of the car weight the truck is to carryat either side hearing, as well as at the center plate.

The result is that the truck bolsters and axles are made longer andstronger than they need be if the vertical loads were transmitted moredirectly to the rails.

This problem has become particularly acute in view of the current trendtoward higher capacity cars in the IOO-ton and above range, where theloads involved make strength requirernents insofar as the truck isconcerned especially critical. Furthermore, freight car trucks encountera wide range of loadings, speeds, and track conditions in interchangeservice,

and thus must be designed to handle these variations while providingyears of trouble-free service.

The principal object of this invention is to provide a railway car truckarrangement in which the vertical loads imposed on a truck aretransmitted substantially directly through the truck to the railswhereby undesirable moments and resulting stresses are eliminated orminimized.

A further principal object of the invention is to provide a four-wheeltruck in which the weight of the car body is supported as close as ispractical to vertical alignment with the rails.

Further objects of the invention are to provide an inboard type railroadcar truck in which the side frames are carried inboard of the wheels onsupports that are stationary relative to the side frames, to providefriction and roller type journaling arrangements for journaling thewheels relative to the side frames, and to provide a railway car truckarrangement that is of relatively lightweight construction and iseconomical of manufacture, that is convenient to install and service,and that is adaptable for use under a wide variety of service conditionson a long term trouble-free basis.

Still other objects, uses, and advantages will be obvious or becomeapparent from a consideration of the following detailed description andthe application drawings.

In the drawings:

FIG. 1 is a plan view of a railway car truck showing one embodiment ofthe invention;

FIG. 2 is a side elevational view of the truck shown in FIG. I, with oneof the wheels omitted to facilitate illustration;

FIG. 3 is an end view of the truck shown in FIGS. 1 and 2, taken fromthe right-hand side of FIG. 1, and illustrating in the broken lineposition, at the right-hand side of FIG. 3, the location of a standardrailroad car truck axle journal, for comparative purposes, and which isomitted in accordance with this invention;

FIG. 4 is a top plan view of the bolster employed in the truck of FIGS.1-3;

FIGS. 5 and 6 are fragmental cross-sectional views substantially alonglines 5 and 6-6 of FIG. 4, illustrating the side bearing arrangementemployed in connection with the truck ofFIGS.1-3;

FIG. 7 is a side elevational view of the bolster shown in FIG. 4, partsbeing shown in section;

FIG. 8 is an end view of the bolster shown in FIG. 7, parts being shownin section;

FIG. 8A is a fragmental cross-sectional view along line 8A-8;A of FIG.4;

FIG. 9 is a cross-sectional view substantially along line 9-9 of FIG. 1;

FIG. 10 is a large fragmental elevational view of one of the truckwheels associated side frame and bearing arrangement, shown partially insection substantially along line 10-10 of FIG. 1;

FIG. 10A is an enlarged sectional view of the roller bearing arrangementshown in FIG. 10;

FIG. 11 is a plan view of one of the side frames shown in the truck ofFIGS. 1 -3 together with a portion of the crossmember that connects sameto the other side frame of the truck;

FIG. 12 is a side elevational view of the side frame shown in FIG. 11;

FIG. 13 is an endview of the side frame shown in FIG. 12, taken from theright-hand side of that FIG.;

FIG. 14 is a crosssectional view through the side frame takensubstantially along line 14 -14 of FIG. 11;

FIG. 15 is a fragrnentalwiew similar to the view of FIG. 10 butillustrating a modified embodiment of the invention;

FIG. 16 is a view similar to that of FIGS. 10 and 15 but illustrating afurther modified form of the invention; and

FIG. 17 is a diagrammatic cross-sectional view substantially along line17-17 of FIG. 16.

However, it is to be understood that the specific drawing illustrationsprovided are supplied primarily to comply with requirements of thePatent Code, and that the invention may have other embodiments that areintended to be covered by the accompanying claims.

GENERAL DESCRIPTION Reference numeral 10 of FIGS. 1 -3 generallyindicates one embodiment of my invention in which the truck 10 comprisesspaced side frames 12 supported on tubular housings 14 of the respectiveaxles 16 (see FIG. 9) on which are mounted wheels 18.

The individual housings 14 of the respective axles 16 are stationarywith respect to the side frames 12 and wheels 18 are journaled withrespect to the respective housing ends 20 by bearing units 22, which inthe embodiment of FIGS. 1 --14 takes the form of a special taperedroller bearing unit.

The side frames 12 are each formed with a spring seat structure orplatform 24 on which a spring group indicated at 26 is mounted tosupport a bolster 28 that at either end thereof is formed with a similarspring seat structure or platform 30 against which the respective springgroupings 26 engage.

The truck 10 is pivotally connected to the car body by a suitablekingpin 32 (see FIGS. 3 and 9), with the kingpin being applied, broadlyspeaking, between the truck side frames and bolster and the car bodybolster generally indicated at 34 in FIG. 9.

In accordance with the present invention, the usual center plateconstruction of the truck bolster is omitted and the truck bolster 28 isformed with a centrally located annular guide structure 36 that looselyreceives a cylindrical extension 38 that, for existing cars, is affixedto the car body bolster center plate structure 40, as at 41 (as bywelding), and for new cars will be an integral part of the body bolsteror car body where the body bolster is eliminated.

Instead of the weight of the car body being supported at the truckbolster center plate as in present standard AAR structure, the weight ofthe car body in accordance with my invention rests on the truck bolsterthrough a pair of spaced constant contact side bearings 42 that arepositioned in alignment 7 with the respective spring groupings 26 (seeFIG. 9).

the respective ends 44 of the axles through a special friction bearingarrangement generally indicated at 22A, with the individual wheels beingheld in place by nuts 46 and 48 cooperating with lock washer 50.

In the embodiment B of FIGS. 16 and 17, the tubular axle housings 14 areretained and the axle wheels 18B are journaled with respect thereto by aspecial friction type bearing unit 22B.

It will therefore be seen that the railway car truck of this inventiondistinguishes from prior art arrangements in a number of importantparticulars.

For instance, the side frames of the truck are inboard of the truckwheels (see FIG. 3), and the loads transmitted by the car body throughthe truck to the rails are transmitted through the truck in nearvertical alignment with the truck rails,(see FIGS. 3, 9 and 10). Thereis no car body load support function performed by the truck at thepivotal connection provided by kingpin 32.

Furthermore, the side frames as such are supported by supports that arestationary relative thereto; in the forms of FIGS. 1-14 and 16 and 17,the side frames are supported by the housings 14 of axles 16, while inthe form of FIG. 15, the side frames are supported directly bynonrotating axles.

It will thus be noted that in accordance with this invention, thebending moments and resulting stresses imposed on the truck componentsby supporting the car body weight at the truck center plate area, andsupporting the side frames on axle journals that are disposed outboardof the truck wheels (such as is indicated at 60 in FIG. 3) areeliminated, thereby avoiding overstressing of the bolster, axles, andwheels when heavy loads are imposed on the truck. Heretofore, it hasbeen general practice to design the trucks so that the entire weight ofthe car body can be supported at either side bearing or at the carcenter plate, and if AAR standard outboard side frame mountingarrangements are employed, difficulties will be encountered due tooverstressing especially when the modern high capacity cars travel atfreight train speeds along lines that are built for high-speed passengertrains, when banked curves and the like impose high off center stresseson the truck.

It will also be noted that in all forms of the invention, the railwaycar wheel disc (as distinguished from its hub) employs a relativelylarge bore as compared to standard AAR practice. I prefer that the borebe on the order of 15 inches and this is the result of my analysis ofthe diaphragm action that commonly occurs to railway car wheels underheavy loads. I have determined that having a wheel plate area 62 (seeFIG. 10) of less radial distance will materially reduce the diaphragmeffect if not eliminate same due to the significantly reduced leverageinvolved that acts on the wheel as it resists lateral forces due toweights imposed on the truck as a result of the engagement of the wheelflange 64 with the inside of the rail. The large bore of the wheel alsopermits a practical application of the wheel to its hub by a shoppractice of shrinking a heated wheel onto a cold hub, instead of using alarge press to force the wheel onto the axle as is now common practice.

Other significant advantages will be referred to and explained in detailas the description proceeds.

SPECIFIC DESCRIPTION ment with the truck wheels 18 when the side framesand bolster are in operative relation as part of the truck.

In the particular design here shown all of the eight springs 72 per sideframe are each the AAR class D4 double coils selected for the trucks tocarry a lOO-ton capacity car. For cars of different capacity, springs ofother capacities may be similarly placed.

The side frame member 70 is provided with reinforced end portions 78formed with openings 80 to receive a brass bearing 81 that is shaped tocomplement the shape of the respective openings 80 and that rests on topof the housing 14 or axle as the case may be (see FIG. 2). The members70 also include a reinforcing hollow rib portion 82 under the springseat portion 24 and an upstanding sidewall structure 84 reinforced as at85 that is intended to resist lateral forces imposed by the bolster.Sidewall 84 preferably has applied thereto as by welding a hardenedwear-resistant surface plate 86 for cooperation with a similar platecarried by the bolster. The side frame member 70 rests on its bearing 81that in turn rests on the respective axle housings 14 or axle as thecase may be. As part of the assembly procedure, the side frames aresecured in place by applying suitable filler members 89 within therespective openings 80 and securing them in place with bolts 87.

In addition to compression springs 74, it is preferable that a snubberdevice be applied between the bolster and the respective side frames,where indicates at 90 in FIG. 2, and for this purpose, the side framespring seat area 24 is appropriately formed as at 92 to receive asuitable snubber 90 which preferably is of the type disclosed in my U.S.Pat. Nos. 2,130,678 and 2,2l0,840 (the disclosures of which are herebyincorporated herein by this reference).

In the embodiments illustrated, the side frame 12 comprises two castings70 joined together by crossmember plates 94 riveted in place as at 96.However, in an alternate arrangement, the side frames 12 are cast as asingle casting with a portion shaped comparably to member 94 integrallyconnecting the two members 70.

In either case, the side frame crossmember 94 is formed with a centrallydisposed opening where indicated at 96 (see FIG. 9) to receive thekingpin 32, which opening 96 is reinforced by a suitable flanged sleeve98 affixed as by welding to the top of the member 94 and a suitableannular plate 100 affixed as by welding to the under surface of member94.

The end portions 78 of the side frames define opposed upstandinglongitudinal thrust receiving surfaces 102 and 104 to which are affixedas by welding hardened wear-resisting plates 106 and 108 respectivelythat cooperate with corresponding plates affixed to the bolster.

The bolster 28 is illustrated in FIGS. 48, and generally comprises aone-piece casting defining relatively long side portions 110 and 112joined together with the centrally located annular guide structure 36 byreinforced arm structures 114.

The undersides of the respective bolster side portions 110 and 112 areshaped to define the bolster spring seats 30 that correspond inconfiguration to the side frame spring seats 24 and are adapted toreceive the upper ends of compression springs 74. The bolster sideportions 112 and 110 are each formed with extensions 116 that cooperatewith the extension 76 of the respective side frames to seat therespective outwardly disposed row of springs 74. I

The ends 118 and 120 on the respective bolster side portions are formedwith flat longitudinal thrust receiving surfaces 122 and 124,respectively, to which are applied as by welding the respective hardenedwear-resisting plates 126 and 124 that are intended to cooperate withthe respective side frame wear plates 108 and 106, respectively (seeFIGS. 1 and 2).

The bolster side portions 110 and 112 are each formed with flat lateralthrust resisting surfaces 130 and 132 to which are respectively appliedhardened wear-resisting plates 134 and 136 that cooperate with therespective plates 86 of the side frames (see FIG. 9).

Referring to FIG. 9, the proportioning of parts insofar as the bolsterguide structure 36 and the body bolster attachment 38 are concerned issuch that on lateral thrusts when the cylindrical extension 38 engages,for instance, the right-hand side of the guide structure 36 as shown inFIG. 9, the left-hand wear plate 134 will be brought into engagementwith its opposing wear plate 86 of the side frame involved, and viceversa; when longitudinally acting thrusts are occasioned (such as draftforces acting longitudinally of the car), engagement of the body bolsterextension 38 with the bolster guide structure 36 pending upon which endof the car is moving forward.

The side bearings 42 cooperate with the upper surfaces 140 of therespective bolster side portions 110 and 112 and each side bearinggenerally comprises an arcuate plate member 142 that is affixed to thebolster as by welding at 144 and is recessed as at 146 for applicationthereto of a strip or layer 148 of any suitable antifriction materialsuch as bronze on which-rests-a steel block 150 that is received in arecess 152 formed in the car body bolster side bearing attachment 154,which recess 152 substantially complements the shape of a block 159'(see FIGS. 5 and 6). Attachment. 154 is affixed to the body bolster orits equivalent in any suitable manner.

Applied over the plate 142 is a suitable cover 156 which is closelyreceived about the block 150 and rides on top of the plate 142 toprotect the wear surface 158 on which the block 150 rides under theswinging action that the trucks will have with respect to the car bodyas the car rounds curves and the like. Itis preferablethatlubricantfilled sponge be applied about the block 150 under cover 156where indicated at 160, and that the cover 156 include a suitablepassage structure where indicated at 162 for adding lubricant asv may berequired (see FIG. 6). I v I The 'arm structures 114 of the bolster maybe sectioned in the generally channel-shaped configuration indicated inFIG. 8A, with the deeper sides 16'! on either side of the truck facingeach other so as to ensure adequate resistance to lateral thrustsimposed on guiding structure 36.

The relative length of the bolster side sections 110 and 112 lengthwiseof the car (which preferably has adimension on the order of about 45inches) is of special significance since the proportioning involvedavoids any tendency of the bolster to rock or twist about its axistransversely of the truck, thus overcoming a serious problem experiencedwith conventional truck bolsters. The supporting action of the springgroups is also spread out adequately to ensure minimum bed bendingmoments. In a specific embodiment of my invention, the dimension ofsections 110 and 112 lengthwise of the car is 45% inches, as compared toa corresponding dimension of about 17 inches for standard bolsterdesigns.

The axles 16 of the embodiment of FIGS. l-14 are formed with hubportions 170 (see FIG. at either end thereof on which is press fitted awheel hub 172 which in turn has press fitted on it the respectiveindividual wheel discs 173 that each comprise .wheel'plate 62, flange64, and rail engaging rim surface 174 (which is preferably of thestandard AAR cylindrical type). As already indicated, the parts involvedshould be proportioned so that the wheel has a bore 175 on the order ofinches to reduce the radial dimension of wheel flange 64.

The axle housings 14 each comprise a tubular member 176 formed adjacenteither end thereof to define a seat 178 on which the respective sideframe mounting members 81 rest. As indicated in FIG. 10, the axlehousings 14 are formed so that the cylindrical surface 182 definingtheir respective bores is spaced from the axle 16.

Operatively interposed between each end portion of each axle housing 14and the adjacent wheel 18 is the bearing unit 22 which is bestillustrated in FIGS. 10 and 10A.

Bearing unit 22 in the form of FIGS. 1-14 is of the tapered rollerbearing type and comprises an inner race or hearing cone 190 pressfitted onto a reduced portion 192 of the respective tubular housingmember end portions 20, .an outer race or bearing cup 194 press fittedinto a'recess 196 formed in the wheel hub 172, and a plurality oftapered roller bearings 198 interposed between the races 190 and 194 incircumambient relation about the inner race 190 and held in spacedrelation by retainer device or cage 200.

The cage 200 is annular in configuration and preferably formed from asuitable antifriction metal such as bronze; it is broached or otherwisesuitably formed to define equally spaced openings 202 'thereabout inwhich the respective rollers 198 are received.

It is to be noted that the inner and outer races and their rollerbearings of unit 22 are each of single row construction, and inaccordance with this invention, the comparable bearing unit at the otherend of the axle 16 is applied in opposed fashion so that the bearingunits 22 of each axle are in effect, self-balancing As indicated inFIGS. 10 and 10A, the raceway surfaces 204 and 206 of the respectiveinner and outer races are frustoconical in configuration and divergeinwardly of the truck (that is, in the direction'of the longitudinalcenterline of the car). The unit 22 that is applied to the other end ofthe .axle 16 is similarly oriented, and thus has its parts disposed inva position that is the reverse of that shown in FIGS. 10 and Associatedwith each unit 22 is a closure plate 208 that is received over the endportion 20 0f the respective axle housings 14 and is secured in place bysuitable bolts 210. Ring 212 encircling the end portion 20 of therespective housings l4'is employed to prevent the entrance of dirt intothe bearing unit 22; it is of the conventional locking ring type that ismade of spring steel or the like and is snapped into the position shown.

Cover plate 208 in accordance with this invention is formed with a rib214 defining annular guiding surface 216 which is positioned andproportioned to be engaged by the end surface 218 of the roller bearingcage 200. Thus, as distinguished from conventional roller bearing units,in which movement of the rollers outwardly of the bearing is precludedby a steel-onsteel contact with a shoulder of the inner bearing cone,the rollers 198 are guided by the engagement of cage surface 218 withcover plate surface 216, which thus provides a guiding body ofantifriction material between the inwardly disposed ends of the rollers198 and the cover plate 208.

' It is preferred that the running clearance of rollers 198 between theinner and outer races be on the order of 0.005 of an inch to accommodateexpansion during operation, and this clearance may be controlled byapplying appropriate shims between the cover plate and outer race whereindicated at 220. When adjusted for this preferred running clearance,the axle housing moves freely endwise about four-hundredths of an inch.1 t

The cage 200 at its outer end is flared as at 222 and is provided withcylindrical surface 224'adapted to engage the surface 226 of the outerrace to provide some guiding action on the outwardly directed end of thecage during operation of the truck, so as to ensure that the cage runscentered with respect to the outer race 194.

The wheel hub 172 and the cover plate 208 define a chamber 228 in whichthe bearing unit 22 is mounted, which chamber is preferably charged withoil and provided with a suitable oil and provided with a suitable oilinlet that is closed by a suitable removable plug, similar to thatindicated at 310 and 312, respectively, in the form of FIGS. 16 and 17.

The roller bearing unit 22 has several important advantages.

For instance, the desired looseness or running clearance of the rollers198 may be obtained with only one-tenth of the misalignment occasionedin conventional roller bearing units employed for outboard mounted sideframes, as roller units 22 are approximately 10 times as far apart asthe two sets of rollers in a typical AAR roller bearing unit for axlejournals.

Furthermore, the outer race 194 of the bearing unit 22 revolves with thewheel 18 and achieves much better oil distribution about the rollers198.

Moreover, more rollers pass through the load supporting zone of thebearing (the lower segment of the arc struck by the bearing unit 22),which will be based on the difference in diameters of the races and 194.

And, as already indicated, the movement of the rollers 198 is guidedthrough a guide member of antifriction material, which materiallydecreases the rate of heat buildup in the rollers.

1n the embodiment of FIG. 15, the axle housings 14 are omitted and theside frames 12 are applied directly to a reduced portion 240 of the axle16A in the manner indicated in FIG. 15, which otherwise is similar tothe side frame application shown in FIG. 10.

In the embodiment of FIG. 15, the end 44 of each axle 16A includes atapered portion 242 which receives a bearing member 244 formed frombronze, or the like, that is press fitted into the bore 246 of a wheelhub 248 on which the wheel disc 249 is press fitted in any suitablemanner.

The wheel hub 248 forms a housing for the bearing 244 and is formed todefine a plurality of annular lubricant reservoirs 250 interconnected bypassages 252, which may be supplied with oil through suitable passages254 and 255 closed by suitable removable plugs 2 56 and 258,respectively.

The bearing member 244 is formed with a plurality of spaced orifices 260that lead to its bearing surface 262, and that are staggered axially ofthe axle 16A to achieve uniform oil distribution along the surface 262.Preferably, the bearing 244 is formed with similar orifices 260 inalignment with each reservoir 256, although only one set of the orifices260 are shown for clarity.

Preferably, a lateral bearing 262A formed from bronze or the like isinterposed between the lock washer 50 and the wheel hub 248 and the endportion 264 of bearing 244 that is aligned therewith in the area of lockwasher 50.

Under normal operation, the wheels 18A carry vertical loads on the oilfilm that builds up between the bearing 244 and the axle portion 242.

In the specific embodiment illustrated in FIG. 15, the axle end 44defines a collar 266 between which and the inner end 268 of bearing 245is received an annular bearing member 270 that is likewise formed from asuitable antifriction material such as bronze, and against which bearingmember 244 is pressed by the application of nut 46 to the axial end 44.Nut 48 serves to lock nut 46 in place.

One of the important features of the embodiment of FIG. 15 is that isprovides independently rotating wheels for the truck. This eliminatesthe tendency of standard AAR trucks having wheels with tapered treads toshift from side to side as the wheels (which are made fast to therespective axles try to follow the track rails. in thisembodiment, thetruck wheels are free to freely follow the track rails in a mannersimilar to the wheels of a highway trailer following the highway.

While this embodiment of the invention is shown as embodying a frictionbearing arrangement, the same concept may be embodied employing asuitable roller bearing unit for journaling the wheel on the end of theaxle.

In the embodiment B of F 165. 16 and 17, the tubular axle housings 14are retained and are provided with end portions 208 which cooperate withthe friction bearing unit 228 associated with wheel hub 280 on whichwheel disc 281 is press fitted.

Wheel hub 280 defines a hub portion 282 that is press fitted on the axleend 170. l-lub 280 is formed to define annular portion 284 in which ispress fitted a cylindrical bearing member or sleeve 286 that is pressfitted into place and is provided with bearing surface 288 on whichrides a bearing shoe 290 that is keyed to a reduced portion 292 oftubular housing end portion 208, as by employing pin 294. Bearing member286 and shoe 290 may be formed from a suitable antifriction materialsuch as bronze and shoe 290 should be proportioned to extend acrossabout 130 of arc at the lower sector of the housing end portion 208.Annular cover plate 296 is secured in place by suitable bolt 298 appliedto hub 280 which serves to retain bearing member or sleeve 286 in place,and the wheel hub 280 and axle housing 14 are proportioned to providethe annular spaces indicated at 300, 302, 304, 306 and 308 that arefilled with lubricant through a suitable port 310 that is closed bysuitable removable plug 312. It is to be noted that the space 308extends across the axle to the other end thereof and connects with asimilar space 308 at the other end of the axle.

Bearing sleeve 286 is preferably formed with a plurality of openings 310thereabout in alignment with spaces 304 and 306 to. provide ready accessof lubricant to load bearing parts of the bearing.

In the embodiment 10B, the tubular axle housings 14 must be restrainedagainst revolving which may be done by a lug welded to the side frameengaging a suitable notch in the axle housing or some other suitablemeans.

It will therefore be seen that l have provided a railroad car truck thatis especially adapted for application to freight cars of the l00-ton andover capacity, yet which is smaller and lighter in weight thanconventional truck arrangements. One principal reason for this is thatthe loads applied to the truck are transmitted almost directly to thetrack rails in substantial vertical alignment therewith.

This substantially eliminates bending moments on the bolster axles andwheels.

As has been pointed out, the weight of the body is applied to thebolster directly over the spring groups that support the bolster, and inthe illustrated embodiment the side bearings provide for adequatepermanent lubrication thereof.

It is important that the snubber employed be of the type that acts onlyvertically when in its operating position on the truck as this avoidsthe application of restrictions on bolster movement that will result inbolster twisting on vertical movement, as sometimes happens inconnection with conventional friction type snubbers that act in opposedrelation on either side of the bolster.

In the embodiments of FIGS. l14, l6 and 17, the axle housings provide anadded safety factor in addition to protecting the axles and providing amounting arrangement for the side frames. For instance, if a car thatincludes trucks 10 or 10B is in a wreck, it is quite likely that eitherthe axle 16 or the housing 14 will hold, thus keeping the truck wheelsaligned with the trackway and the car on the right of way.

Furthermore, in these embodiments of the invention, the wheel axles donot carry the car body weight as the car body weight is applied to thewheels through the axle housings and the bearing units interposedbetween such housings and the wheels.

in all embodiments of the invention, the center pivot structure at thekingpin provides only guiding action on the truck and no weight supportinsofar as holding up the car body is concerned. As indicated, the loadof a body is transferred through the truck in the area of the sidebearings, spring groups and side frame mountings that are disposed asclose as practical to vertical alignment with the rails. The significantdifference between applicant's arrangement and those of the prior artwill be better appreciated upon considering that a 79- inch spreadexists between the springs supporting the load in the standard AAR truckas against 43 inches in a dimensioned embodiment of the inventionbetween the midportions of the side frame end portion 78 as applied toeach axle, which, as is indicated inFIGS. 3 and 13, are in substantialalignment with respective spring groups on either side of the truck.

The foregoing description and the drawings are given merely to explainand illustrate my invention and the invention is not to be limitedthereto, except insofar as the appended claims are so limited, sincethose skilled in the art who have my disclosure before them will be ableto make modifications and variations therein without departing from thescope of the invention.

Iclaim:

1. In a railway car truck:

a plurality of axles having a wheel at either end thereof and each ofsaid wheels including a hub portion and a railroad track rail engagingrim portion disposed substantially within the plane of the respectivewheels;

a side frame on either side of the truck and inboard of the axle wheels;

said side frames each defining a seat for spring means, with said seatsbeing respectively located in a portion adjacent said wheels on eitherside of the truck and including a portion disposed in alignment with theaxle wheels on the respective sides of the truck,

a bolster positioned over said side frame seats and including means atthe midportion thereof for pivotally connecting the truck to a car body;

means for journaling the respective side frames in the wheel hubs of therespective wheels on the side of the truck adjacent same;

spring means interposed between the respective side frame seats and saidbolster;

said bolster being formed on the upper side thereof for supporting thecar body weight at points spaced on either side of said connecting meansand in alignment with said seats on either side of the truck to theexclusion of said midportion of said bolster; and

said journaling means including means for transmitting to the respectivewheel hubs the loads carried by the respective side frames to theexclusion of said axles.

2. In a railway car truck:

a plurality of axles having a wheel at either end thereof and each ofsaid wheels including a hub portion and a railroad track rail engagingrim portion disposed substantially within the plane of the respectivewheels;

a side frame on either side of the truck and inboard of the axle wheel;

said side frames each defining a seat for spring means, with said seatsbeing respectively located in a position adjacent said wheels on eitherside of the truck and including a portion disposed in alignment with theaxle wheels on the respective sides of the truck, with the remainder ofsaid spring seats being inboard of the respective side frames;

a bolster positioned over said side frame seats and including means atthe midportion thereof for pivotally connecting the truck to a truckbody;

means for journaling the respective side frames in the wheel hubs of therespective wheels on the side of the truck adjacent same;

spring means interposed between the respective side frame seats and saidbolster;

said bolster being formed on the upper side thereof for supporting thecar body weight at points spaced on either side of said connecting meansand in alignment with said seats on either side of the truck to theexclusion of said midportion of said bolster;

said journaling means including means for transmitting to the respectivewheel hubs the loads carried by the respective side frames to theexclusion of said axles; and

said bolster and said side frames including means adjacent saidconnecting means and in circumambient relation thereabout fortransmitting horizontally acting forces from said bolster to said sideframes.

3. The truck set forth in claim 2 including:

a tubular axle housing received over each axle;

said side frames being supported on said housings of the respectiveaxles adjacent the respective wheels;

said journaling means comprising means for supporting said housings ofthe respective axles on the respective wheel hubs thereof independentlyof said axles; and

whereby vertical loads carried by said side frames are transmitted tothe respective truck wheels through the respective axle housings.

4. The truck set forth in claim 3 wherein said supporting meanscomprises:

a roller bearing unit interposed between the respective housings and thewheel hubs adjacent same at each axle end;

said roller bearing units .each comprising a single row of bearingrollers secured in a circular cage disposed about the respective axleends and riding between races carried by said housings and wheel hubsrespectively, with the rollers at opposite ends of each axle beingdisposed in opposed thrust bearing relation; and

means for guiding said cages of said units as they rotate about saidaxles on movement of the truck over the rails of a track.

5. The truck set forth in claim 3 wherein said supporting meanscomprises:

a cylindrical bearing member carried by each wheel hub adjacent therespective ends of said axle housings;

a bearing member secured to the respective axle housing ends and ridingon the respective wheel cylindrical bearing members to provide a bearingunit at each wheel; and

means for lubricating the respective bearing units.

6. In a railway car truck;

a pair of wheeled axles with each of the wheels thereof including a hubportion and a railroad track rail engaging rim portion disposedsubstantially within the plane of the respective wheels;

a truck frame disposed inboard of the axle wheels;

said truck frame including opposed side frames interconnected by a crosspiece;

a spring platform on each side frame;

a truck bolster member extending transversely of said truck frame andformed with end portions at either end thereof defining springplatforms;

means for supporting the truck bolster member of said truck frameincluding a plurality of springs interposed between said side framespring platforms and the truck bolster member platforms, respectively;

said truck bolster member and side frame platforms substantiallyspanning the distance between said axles;

said bolster member also having acrossmember connecting said endportions of the bolster member;

said bolster member end portions each being formed to receive a sidebearing in alignment with said platforms thereof, respectively, adaptedto transfer the weight of the car body to said bolster member;

means for journaling the respective side frames in the wheel hubs of therespective wheels on the side of the truck ad jacent same;

nonweight bearing means for swivelably connecting said bolster member tothe car body;

said bolster member supporting means including snubber means adapted toact only vertically; and

said journaling means including means for transmitting to the respectivewheel hubs the loads carried by the respective side frames to theexclusion of said axles.

7. An inboard railroad car truck comprising:

a plurality of axles having a wheel at either end thereof adapted toride the rails of a track;

a side frame on either side of the truck and inboard of the axle wheels;

each of said side frames defining a spring seat adjacent the plane ofthe wheels on that side of the truck adjacent the respective sideframes;

a bolster extending between said side frames and over the respectivespring seats;

spring means interposed between the respective spring seats and saidbolster;

said bolster including means for pivotally connecting same to a railroadcar body and means for supporting the car body thereon at pointsdisposed on either side of said pivotal connecting means and in verticalalignment with the respective spring seats;

means for supporting said side frames from the wheels on either side ofthe truck including a support for the respective side frames that isstationary relative thereto; and

means for journaling said wheels for rotation relative said supports.

8. in an arrangement for supporting railroad car truck side frames onthe truck wheels, the improvement wherein:

said side frames on either side of the truck are mounted on tubularhousings overlying the respective axles that are stationary relative tosaid side frames;

said wheels each including a hub portion and a railroad track railengaging rim portion disposed substantially within the plane of therespective wheels;

means for journaling said tubular housings adjacent their respectiveends on the respective truck wheel hubs;

said journaling means comprising a bearing unit including single row oftapered roller bearings interposed between a cone and outer race carriedby the housing end and wheel hubs respectively, with said rollers beingmounted in a cage; and

with the rollers of each unit on a housing disposed in oppositely facingdirections to center the housing of each axle with respect to the wheelsof such axle.

9. In an arrangement for supporting railroad car truck side frames onthe truck wheels, the improvement wherein;

said side frames on either side of the truck are mounted on tubularhousings overlying the respective truck axles that are stationaryrelative to said side frames;

said wheels each including a hub portion and a railroad track railengaging rim portion disposed substantially within the plane of therespective wheels;

means for journaling said tubular housings adjacent their respectiveends on the respective truck wheel hubs;

said journaling means comprising a bearing unit at the point of supportof the respective tubular housing ends on the respective wheel hubsincluding an annular antifriction member carried by the wheel hub and ashoe member carried by housing end and riding on the inner surface ofsaid antifriction member; and

means for lubricating said shoe and antifriction member.

10. In a railway car truck:

a plurality of axles having a wheel at either end thereof and each ofsaid wheels including a hub portion and a railroad track rail engagingrim portion disposed substantially within the plane of the respectivewheels;

a side frame on either side of the truck and inboard of the axle wheels;

said side frames each defining a seat for spring means, with said seatsbeing respectively located in a position adjacent said wheels on eitherside of the truck and including a portion disposed in alignment with theaxle wheels on the respective sides of the truck;

a bolster positioned over said side frame seats and including means atthe midportion thereof for pivotally connecting the truck to a car body;

means for journaling the respective side frames in the wheel hubs of therespective wheels on the side of the truck adjacent same;

and spring means interposed between the respective side frame seats andsaid bolster;

-said bolster being formed on the upper side thereof for supporting thecar body weight at points spaced on either side of said connecting meansand in alignment with said seats on either side of the truck to theexclusion of said midportion of said bolster;

said bolster and side frames being proportioned such that said seatsextend a substantial portion of the distance between said axles oneither side of the truck; and

said journaling means including means for transmitting to the respectivewheel hubs the loads carried by the respective side frames to theexclusion-of said axles.

11. The truck set forth in claim 10 wherein said seats substantiallyspan the distance between said axles.

1. In a railway car truck: a plurality of axles having a wheel at eitherend thereof and each of said wheels including a hub portion and arailroad track rail engaging rim portion disposed substantially withinthe plane of the respective wheels; a side frame on either side of thetruck and inboard of the axle wheels; said side frames each defining aseat for spring means, with said seats being respectively located in aportion adjacent said wheels on either side of the truck and including aportion disposed in alignment with the axle wheels on the respectivesides of the truck, a bolster positioned over said side frame seats andincluding means at the midportion thereof for pivotally connecting thetruck to a car body; means for journaling the respective side frames inthe wheel hubs of the respective wheels on the side of the truckadjacent same; spring means interposed between the respective side frameseats and said bolster; said bolster being formed on the upper sidethereof for supporting the car body weight at points spaced on eitherside of said connectIng means and in alignment with said seats on eitherside of the truck to the exclusion of said midportion of said bolster;and said journaling means including means for transmitting to therespective wheel hubs the loads carried by the respective side frames tothe exclusion of said axles.
 2. In a railway car truck: a plurality ofaxles having a wheel at either end thereof and each of said wheelsincluding a hub portion and a railroad track rail engaging rim portiondisposed substantially within the plane of the respective wheels; a sideframe on either side of the truck and inboard of the axle wheel; saidside frames each defining a seat for spring means, with said seats beingrespectively located in a position adjacent said wheels on either sideof the truck and including a portion disposed in alignment with the axlewheels on the respective sides of the truck, with the remainder of saidspring seats being inboard of the respective side frames; a bolsterpositioned over said side frame seats and including means at themidportion thereof for pivotally connecting the truck to a truck body;means for journaling the respective side frames in the wheel hubs of therespective wheels on the side of the truck adjacent same; spring meansinterposed between the respective side frame seats and said bolster;said bolster being formed on the upper side thereof for supporting thecar body weight at points spaced on either side of said connecting meansand in alignment with said seats on either side of the truck to theexclusion of said midportion of said bolster; said journaling meansincluding means for transmitting to the respective wheel hubs the loadscarried by the respective side frames to the exclusion of said axles;and said bolster and said side frames including means adjacent saidconnecting means and in circumambient relation thereabout fortransmitting horizontally acting forces from said bolster to said sideframes.
 3. The truck set forth in claim 2 including: a tubular axlehousing received over each axle; said side frames being supported onsaid housings of the respective axles adjacent the respective wheels;said journaling means comprising means for supporting said housings ofthe respective axles on the respective wheel hubs thereof independentlyof said axles; and whereby vertical loads carried by said side framesare transmitted to the respective truck wheels through the respectiveaxle housings.
 4. The truck set forth in claim 3 wherein said supportingmeans comprises: a roller bearing unit interposed between the respectivehousings and the wheel hubs adjacent same at each axle end; said rollerbearing units each comprising a single row of bearing rollers secured ina circular cage disposed about the respective axle ends and ridingbetween races carried by said housings and wheel hubs respectively, withthe rollers at opposite ends of each axle being disposed in opposedthrust bearing relation; and means for guiding said cages of said unitsas they rotate about said axles on movement of the truck over the railsof a track.
 5. The truck set forth in claim 3 wherein said supportingmeans comprises: a cylindrical bearing member carried by each wheel hubadjacent the respective ends of said axle housings; a bearing membersecured to the respective axle housing ends and riding on the respectivewheel cylindrical bearing members to provide a bearing unit at eachwheel; and means for lubricating the respective bearing units.
 6. In arailway car truck; a pair of wheeled axles with each of the wheelsthereof including a hub portion and a railroad track rail engaging rimportion disposed substantially within the plane of the respectivewheels; a truck frame disposed inboard of the axle wheels; said truckframe including opposed side frames interconnected by a cross piece; aspring platform on each side frame; a truck bolster member extendingtrAnsversely of said truck frame and formed with end portions at eitherend thereof defining spring platforms; means for supporting the truckbolster member of said truck frame including a plurality of springsinterposed between said side frame spring platforms and the truckbolster member platforms, respectively; said truck bolster member andside frame platforms substantially spanning the distance between saidaxles; said bolster member also having a crossmember connecting said endportions of the bolster member; said bolster member end portions eachbeing formed to receive a side bearing in alignment with said platformsthereof, respectively, adapted to transfer the weight of the car body tosaid bolster member; means for journaling the respective side frames inthe wheel hubs of the respective wheels on the side of the truckadjacent same; nonweight bearing means for swivelably connecting saidbolster member to the car body; said bolster member supporting meansincluding snubber means adapted to act only vertically; and saidjournaling means including means for transmitting to the respectivewheel hubs the loads carried by the respective side frames to theexclusion of said axles.
 7. An inboard railroad car truck comprising: aplurality of axles having a wheel at either end thereof adapted to ridethe rails of a track; a side frame on either side of the truck andinboard of the axle wheels; each of said side frames defining a springseat adjacent the plane of the wheels on that side of the truck adjacentthe respective side frames; a bolster extending between said side framesand over the respective spring seats; spring means interposed betweenthe respective spring seats and said bolster; said bolster includingmeans for pivotally connecting same to a railroad car body and means forsupporting the car body thereon at points disposed on either side ofsaid pivotal connecting means and in vertical alignment with therespective spring seats; means for supporting said side frames from thewheels on either side of the truck including a support for therespective side frames that is stationary relative thereto; and meansfor journaling said wheels for rotation relative said supports.
 8. In anarrangement for supporting railroad car truck side frames on the truckwheels, the improvement wherein: said side frames on either side of thetruck are mounted on tubular housings overlying the respective axlesthat are stationary relative to said side frames; said wheels eachincluding a hub portion and a railroad track rail engaging rim portiondisposed substantially within the plane of the respective wheels; meansfor journaling said tubular housings adjacent their respective ends onthe respective truck wheel hubs; said journaling means comprising abearing unit including single row of tapered roller bearings interposedbetween a cone and outer race carried by the housing end and wheel hubsrespectively, with said rollers being mounted in a cage; and with therollers of each unit on a housing disposed in oppositely facingdirections to center the housing of each axle with respect to the wheelsof such axle.
 9. In an arrangement for supporting railroad car truckside frames on the truck wheels, the improvement wherein; said sideframes on either side of the truck are mounted on tubular housingsoverlying the respective truck axles that are stationary relative tosaid side frames; said wheels each including a hub portion and arailroad track rail engaging rim portion disposed substantially withinthe plane of the respective wheels; means for journaling said tubularhousings adjacent their respective ends on the respective truck wheelhubs; said journaling means comprising a bearing unit at the point ofsupport of the respective tubular housing ends on the respective wheelhubs including an annular antifriction member carried by the wheel huband a shoe mEmber carried by housing end and riding on the inner surfaceof said antifriction member; and means for lubricating said shoe andantifriction member.
 10. In a railway car truck: a plurality of axleshaving a wheel at either end thereof and each of said wheels including ahub portion and a railroad track rail engaging rim portion disposedsubstantially within the plane of the respective wheels; a side frame oneither side of the truck and inboard of the axle wheels; said sideframes each defining a seat for spring means, with said seats beingrespectively located in a position adjacent said wheels on either sideof the truck and including a portion disposed in alignment with the axlewheels on the respective sides of the truck; a bolster positioned oversaid side frame seats and including means at the midportion thereof forpivotally connecting the truck to a car body; means for journaling therespective side frames in the wheel hubs of the respective wheels on theside of the truck adjacent same; and spring means interposed between therespective side frame seats and said bolster; said bolster being formedon the upper side thereof for supporting the car body weight at pointsspaced on either side of said connecting means and in alignment withsaid seats on either side of the truck to the exclusion of saidmidportion of said bolster; said bolster and side frames beingproportioned such that said seats extend a substantial portion of thedistance between said axles on either side of the truck; and saidjournaling means including means for transmitting to the respectivewheel hubs the loads carried by the respective side frames to theexclusion of said axles.
 11. The truck set forth in claim 10 whereinsaid seats substantially span the distance between said axles.